JPH09308003A - DC electric car drive - Google Patents
DC electric car driveInfo
- Publication number
- JPH09308003A JPH09308003A JP8123011A JP12301196A JPH09308003A JP H09308003 A JPH09308003 A JP H09308003A JP 8123011 A JP8123011 A JP 8123011A JP 12301196 A JP12301196 A JP 12301196A JP H09308003 A JPH09308003 A JP H09308003A
- Authority
- JP
- Japan
- Prior art keywords
- power generation
- regenerative
- power
- generation brake
- control
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Pending
Links
Classifications
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/72—Electric energy management in electromobility
Landscapes
- Electric Propulsion And Braking For Vehicles (AREA)
- Control Of Ac Motors In General (AREA)
- Inverter Devices (AREA)
Abstract
(57)【要約】
【課題】 発電ブレーキ制御時における架線からの電力
の流入を防止し、発電ブレーキ抵抗値を大きくすること
なく安定なブレーキ制御を可能とする。
【解決手段】 電動機９１〜９４を駆動するインバータ
装置８を、直流電源から切り離すための断流器５に対し
ダイオード１７を図示の向きに並列に接続することによ
り、発電ブレーキ制御中に直流電源から電力が流れ込ま
ないようにする。なお、発電ブレーキ制御中に回生負荷
が増加したときは、回生制御へと連続的に切り換えるこ
とが可能である。
(57) 【Abstract】 PROBLEM TO BE SOLVED: To prevent inflow of electric power from an overhead wire during power generation brake control, and to enable stable brake control without increasing the power generation brake resistance value. SOLUTION: An inverter device 8 for driving electric motors 91 to 94 is connected in parallel to a breaker 5 for disconnecting the DC power source from a DC power source so that a diode 17 is connected in parallel in a direction shown in the drawing so that the DC power source is controlled during the dynamic braking control. Do not let power flow in. When the regenerative load increases during the power generation brake control, it is possible to continuously switch to the regenerative control.
Description
【０００１】[0001]
【発明の属する技術分野】この発明は、直流電気車の駆
動装置、特にブレーキ時の制御を改良した駆動装置に関
する。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a drive device for a DC electric vehicle, and more particularly to a drive device with improved control during braking.
【０００２】[0002]
【従来の技術】この種の従来例を図２に示す。これは、
一般的な回生ブレーキ，発電ブレーキ併用の直流電気車
の駆動回路を示すもので、インバータ装置８と電動機
（モータともいう：Ｍ）９１，９２，９３，９４から構
成する例を示す。なお、１はパンタグラフ、２は高速度
遮断器、３は接触器、４は充電抵抗、５は断流器、６は
リアクトル、７はフィルタコンデンサ、１０は半導体ス
イッチ、１１は発電ブレーキ抵抗、１２はフィルタコン
デンサ電圧検出器、１３は半導体スイッチ制御回路、１
４はゲート制御回路、１５は車輪、１６は他回生車であ
る。2. Description of the Related Art FIG. 2 shows a conventional example of this type. this is,
This figure shows a drive circuit of a general DC electric vehicle that uses both regenerative braking and power generation braking, and shows an example in which it is composed of an inverter device 8 and electric motors (also referred to as motors: M) 91, 92, 93, 94. In addition, 1 is a pantograph, 2 is a high speed circuit breaker, 3 is a contactor, 4 is a charging resistor, 5 is an interrupter, 6 is a reactor, 7 is a filter capacitor, 10 is a semiconductor switch, 11 is a power generation braking resistor, and 12 Is a filter capacitor voltage detector, 13 is a semiconductor switch control circuit, 1
Reference numeral 4 is a gate control circuit, 15 is a wheel, and 16 is another regenerative vehicle.
【０００３】すなわち、回生負荷の減少をフィルタコン
デンサ電圧の上昇によって検出し、フィルタコンデンサ
７と並列に接続した発電ブレーキ抵抗１１を、半導体ス
イッチ１０によって断続的にスイッチングまたはオンし
たまま回生負荷を増加させることにより、軽負荷状態を
なくす制御を行なうようにしている。That is, a decrease in the regenerative load is detected by an increase in the filter capacitor voltage, and the regenerative load is increased while the semiconductor switch 10 intermittently switches or turns on the power generation brake resistor 11 connected to the filter capacitor 7. As a result, control is performed to eliminate the light load state.
【０００４】[0004]
【発明が解決しようとする課題】上記のような制御につ
いては、下記のような問題がある。すなわち、発電ブレ
ーキから回生ブレーキに連続的に切り換える際、より有
効に回生ブレーキを動作させることで省エネルギ−化を
図るため、インバータ装置８の入力回路に設けた断流器
５を開放せずに、架線と接続したまま発電ブレーキ抵抗
１１を投入するので、発電ブレーキ抵抗１１による回生
負荷が自車のみの回生負荷とならずに他の回生車１６の
負荷ともなり、発電ブレーキ抵抗１１の値を自車の最大
電気ブレーキ力から決めた場合、他の回生車１６の回生
とラップした時の状況では、発電ブレーキ抵抗１１に直
流電源側から電力が流入することによって、自車の発電
するエネルギ−を吸収できなくなる場合が生じるという
点である。The above-mentioned control has the following problems. That is, in order to save energy by operating the regenerative brake more effectively when continuously switching from the power generation brake to the regenerative brake, the disconnector 5 provided in the input circuit of the inverter device 8 is not opened. Since the power generation brake resistance 11 is turned on while being connected to the overhead wire, the regenerative load due to the power generation brake resistance 11 does not become the regenerative load of only the own vehicle but also the load of the other regenerative vehicle 16, and the value of the power generation brake resistance 11 is changed. When it is determined from the maximum electric braking force of the own vehicle, in the situation where it is wrapped with the regeneration of the other regenerative vehicle 16, electric power flows from the DC power supply side into the power generation brake resistor 11 to generate the energy generated by the own vehicle. The point is that it may not be able to absorb.
【０００５】このような問題を回避するには、他の回生
車の分を余分に見込んで発電ブレーキ抵抗を大きめに設
定すればよいが、このようにすると発電ブレーキ抵抗が
大型化する。または、フィルタリアクトル６と直列に抵
抗器４を接続して他の回生車からの電力の流入を抑制す
れば良いが、こうすると発電ブレーキ中の架線への回生
能力が、直列に挿入した抵抗４の分だけ低下してしまう
ことになる。したがって、この発明の課題は、 （１）発電ブレーキ制御時に他の回生車からの影響によ
って、電気ブレーキによる制動トルクを低下させない。 （２）発電ブレーキ抵抗容量を最小（低価格）とする。 （３）発電ブレーキ制御中に回生負荷が増加したとき
は、連続的に回生ブレーキ制御に切り換えること。にあ
る。In order to avoid such a problem, it is sufficient to set the power generation brake resistance to a large value in consideration of another regenerative vehicle, but this increases the power generation brake resistance. Alternatively, the resistor 4 may be connected in series with the filter reactor 6 to suppress the inflow of electric power from another regenerative vehicle. In this case, the regenerative ability of the overhead wire during the power-generating brake is increased by the resistor 4 inserted in series. It will be reduced by the amount of. Therefore, the problems of the present invention are as follows: (1) The braking torque by the electric brake is not reduced due to the influence from another regenerative vehicle during the dynamic brake control. (2) Minimize the power generation brake resistance capacity (low price). (3) If the regenerative load increases during the dynamic brake control, continuously switch to the regenerative brake control. It is in.
【０００６】[0006]
【課題を解決するための手段】このような課題を解決す
べく、この発明では、インバータ装置と電動機とを備え
た直流電気車の駆動装置において、前記インバータ装置
を直流電源から切り離す断流器に対し、直流電源側がカ
ソード、インバータ装置側がアノードとなるようにダイ
オードを並列に接続し、発電ブレーキ制御中は前記断流
器を開放し、発電ブレーキ回路への直流電源からの電力
の流入を防止して発電ブレーキ制御を行ない、発電ブレ
ーキ制御中に回生負荷が増加したときは、発電ブレーキ
制御から回生ブレーキ制御へと連続的に切り換えるよう
にしている。In order to solve such a problem, according to the present invention, in a drive device for a DC electric vehicle including an inverter device and an electric motor, a disconnector for disconnecting the inverter device from a DC power source is provided. On the other hand, diodes are connected in parallel so that the DC power supply side is the cathode and the inverter device side is the anode, and the breaker is opened during power generation brake control to prevent the inflow of power from the DC power supply to the power generation brake circuit. The power generation brake control is performed, and when the regenerative load increases during the power generation brake control, the power generation brake control is continuously switched to the regenerative brake control.
【０００７】[0007]
【発明の実施の形態】図１はこの発明の実施の形態を示
す構成図である。同図からも明らかなように、この例は
直流電源をパンタグラフ１を介して給電し、このパンタ
グラフ１に直列に高速度遮断器２を接続し、さらに高速
度遮断器２に直列に、フィルタコンデンサ７の初期充電
用の充電抵抗４と、充電抵抗４を短絡するための接触器
３を接続し、この初期充電回路にインバータ開放用の断
流器５を直流接続してなる回路において、この断流器５
と並列にダイオード１７のカソード側を電源側に、アノ
ード側をインバータ装置８側にして接続した点が特徴で
ある。なお、その他は図２の従来例と同様である。FIG. 1 is a block diagram showing an embodiment of the present invention. As is clear from the figure, in this example, a DC power source is fed through a pantograph 1, a high speed circuit breaker 2 is connected in series to the pantograph 1, and a filter capacitor is connected in series to the high speed circuit breaker 2. In the circuit of FIG. 7, the charging resistor 4 for initial charging and the contactor 3 for short-circuiting the charging resistor 4 are connected, and the disconnector 5 for opening the inverter is connected to this initial charging circuit by direct current. Sink 5
It is characterized in that the cathode side of the diode 17 is connected in parallel with the power source side and the anode side is connected to the inverter device 8 side in parallel. Others are the same as the conventional example of FIG.
【０００８】このような構成において、インバータ装置
８に対してブレーキ指令が与えられると、インバータ装
置８は電動機（Ｍ）９１〜９４を励磁するため、高速度
遮断器２および断流器５を投入し、フィルタコンデンサ
電圧が電源電圧と等しくなるよう、充電抵抗４を介して
充電する。フィルタコンデンサ電圧が電源電圧と等しく
なった時点で接触器３を投入し、フィルタリアクトル６
を介してインバータ装置８に直流電源を接続する。イン
バータ装置８に直流電源が接続されると、インバータ装
置８は電動機９１〜９４を励磁するための電圧を発生す
る。In such a configuration, when a brake command is given to the inverter device 8, the inverter device 8 excites the electric motors (M) 91 to 94, so that the high speed circuit breaker 2 and the breaker 5 are closed. Then, charging is performed via the charging resistor 4 so that the filter capacitor voltage becomes equal to the power supply voltage. When the filter capacitor voltage becomes equal to the power supply voltage, the contactor 3 is turned on and the filter reactor 6
A DC power supply is connected to the inverter device 8 via. When a DC power supply is connected to the inverter device 8, the inverter device 8 generates a voltage for exciting the electric motors 91 to 94.
【０００９】その後、車両のもつ運動エネルギーを電動
機９１〜９４を介してインバータ装置８が発電制御する
ことにより、電気ブレーキを動作させる。直流電源に電
気ブレーキによって発生する回生エネルギーを吸収する
負荷がない場合は、電源電圧は変電所の送り出す電圧以
上に上昇し、これによってフィルタコンデンサ電圧が上
昇する。その際、フィルタコンデンサ電圧が所定の電圧
値以上に上昇しても電気ブレーキを継続して動作させる
ために、半導体スイッチ１０をオンして、発電ブレーキ
抵抗１１をインバータ装置８の負荷として接続する。Thereafter, the kinetic energy of the vehicle is controlled by the inverter device 8 through the electric motors 91 to 94 to operate the electric brake. If the DC power supply does not have a load that absorbs the regenerative energy generated by the electric brake, the power supply voltage rises above the voltage delivered by the substation, which increases the filter capacitor voltage. At that time, in order to continue operating the electric brake even if the filter capacitor voltage rises above a predetermined voltage value, the semiconductor switch 10 is turned on and the generator brake resistor 11 is connected as a load of the inverter device 8.
【００１０】そして、発電ブレーキ制御を開始した時点
で断流器５を開放することにより、直流電源に直列にダ
イオード１７を接続する。これにより、直流電源側から
のパワーの流入を防止しながら、発電ブレーキが動作可
能となり、発電ブレーキ中に回生負荷が増加した場合で
も、ダイオード１７を介して回生することが可能とな
る。Then, the diode breaker 5 is opened at the time point when the power generation brake control is started to connect the diode 17 in series to the DC power source. As a result, the power generation brake can be operated while preventing the inflow of power from the DC power source side, and even if the regenerative load increases during the power generation brake, it becomes possible to regenerate power via the diode 17.
【００１１】[0011]
【発明の効果】この発明によれば、発電ブレーキ中に他
の回生車の影響によって、電気ブレーキを弱める必要が
なくなる。また、発電ブレーキ中に回生負荷が増加した
場合は連続的に制御を回生ブレーキに移行させることが
できる。さらに、発電ブレーキ抵抗の容量を自車の発生
する発電エネルギーより決定することができ、他車から
の回生による影響がないことや、電気ブレーキ時に電源
からの流入がないため小形化が可能となる、などの利点
が得られる。According to the present invention, it becomes unnecessary to weaken the electric brake due to the influence of another regenerative vehicle during the dynamic braking. Further, when the regenerative load increases during the dynamic braking, the control can be continuously shifted to the regenerative braking. Furthermore, the capacity of the power generation braking resistance can be determined from the power generation energy generated by the own vehicle, and there is no influence from regeneration from other vehicles, and there is no inflow from the power source during electric braking, which enables downsizing. , Etc. are obtained.
【図１】この発明の実施の形態を示す構成図である。FIG. 1 is a configuration diagram showing an embodiment of the present invention.
【図２】従来例を示す構成図である。FIG. 2 is a configuration diagram showing a conventional example.
１…パンタグラフ、２…高速度遮断器、３…接触器、４
…充電抵抗、５…断流器、６…リアクトル、７…フィル
タコンデンサ、８…インバータ装置、１０…半導体スイ
ッチ、１１…発電ブレーキ抵抗、１２…フィルタコンデ
ンサ電圧検出器、１３…半導体スイッチ制御回路、１４
…ゲート制御回路、１５…車輪、１６…他回生車、１７
…ダイオード、９１〜９４…電動機（モータ：Ｍ）。1 ... Pantograph, 2 ... High-speed circuit breaker, 3 ... Contactor, 4
... Charging resistance, 5 ... Breaker, 6 ... Reactor, 7 ... Filter capacitor, 8 ... Inverter device, 10 ... Semiconductor switch, 11 ... Power generation braking resistance, 12 ... Filter capacitor voltage detector, 13 ... Semiconductor switch control circuit, 14
... Gate control circuit, 15 ... Wheels, 16 ... Other regenerative cars, 17
... Diodes, 91 to 94 ... Electric motor (motor: M).
Claims (1)
電気車の駆動装置において、 前記インバータ装置を直流電源から切り離す断流器に対
し、直流電源側がカソード、インバータ装置側がアノー
ドとなるようにダイオードを並列に接続し、発電ブレー
キ制御中は前記断流器を開放し、発電ブレーキ回路への
直流電源からの電力の流入を防止して発電ブレーキ制御
を行ない、発電ブレーキ制御中に回生負荷が増加したと
きは、発電ブレーキ制御から回生ブレーキ制御へと連続
的に切り換えることを特徴とする直流電気車の駆動装
置。1. A drive device for a DC electric vehicle comprising an inverter device and an electric motor, wherein a diode is provided so that a DC power supply side serves as a cathode and an inverter device side serves as an anode with respect to a line breaker that disconnects the inverter device from a DC power supply. Connected in parallel, the breaker is opened during power generation brake control, power flow from the DC power supply to the power generation brake circuit is prevented and power generation brake control is performed, and the regenerative load increases during power generation brake control. In this case, the drive device for the DC electric vehicle is characterized by continuously switching from the regenerative braking control to the regenerative braking control.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP8123011A JPH09308003A (en) | 1996-05-17 | 1996-05-17 | DC electric car drive |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP8123011A JPH09308003A (en) | 1996-05-17 | 1996-05-17 | DC electric car drive |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPH09308003A true JPH09308003A (en) | 1997-11-28 |
Family
ID=14850041
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP8123011A Pending JPH09308003A (en) | 1996-05-17 | 1996-05-17 | DC electric car drive |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPH09308003A (en) |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2001238455A (en) * | 2000-02-22 | 2001-08-31 | Hitachi Ltd | Multiple power converter |
| JP2008154341A (en) * | 2006-12-15 | 2008-07-03 | Toshiba Corp | Electric vehicle power supply |
-
1996
- 1996-05-17 JP JP8123011A patent/JPH09308003A/en active Pending
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2001238455A (en) * | 2000-02-22 | 2001-08-31 | Hitachi Ltd | Multiple power converter |
| JP2008154341A (en) * | 2006-12-15 | 2008-07-03 | Toshiba Corp | Electric vehicle power supply |
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